Carburetor



Nov. 27, 1945. A. H. WINKLER ET AL 2,390,019

CARBURETOR Filed March 20, 1941 5 sheets-sheet 1 INVENTORS v ALBEerH. W//v/Lse BY daf/N H. 32;

n R ATTORNEY NOV- 27, l945 AfH. WINKLER ET AL. '2,390y019 CARBURETOR l Filed March 20,- 1941 s sheets-sheet 2 f l 1 I 1 1 u l l 1 l 1 I ATTORNEY f Nov. 27, 1945. A. H. WINKLER E1' AL 2,390,019

CARBURETOR FiledMaroh 20, 1941 :s'sheets-sheet 5 INVENTORS A 'LB/5e 7' H. W/Nm. se JOHN H. ges

Idil

ITORNE Y Patented Nov. 27, 1945 Ind., assignors to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Appnauon Maren zo, 1941, serial No. 384,2'4

zo claims.

,1 pendent carburetors or an integral carburetor having a plurality 'of induction passages. In either arrangement there are a plurality of induction passages connected with a common intake manifold or 'complementary manifolds, throttlel valves for the respective passages, and means for controlling the valves whereby said valves arel opened progressively.

The general purpose of this type of carburetor system is to supply the engine with an economiy cal fuel mixture from a primary source, which may comprise one primary induction passage or a plurality of said passages, throughout the lower speed range which, in an automobile engine, isv

usedV to the greatest extent; to supply the engine with a supplementary mixture from one or more supplementary or auxiliary induction passages at speeds above said lower speed range, thereby in creasing the volume of the mixture delivered to permit the engine to develop its maximum speed and power; and to close off .the supplemental passage or passages when the engine is operating under low speed wide open throttle conditions thereby furnishing the engine with ,a mixture of combustible proportions under such conditions and permitting very low speed operation without missing or stalling. r

The throttle valve for the primary induction passage or first stage is manually controlled, being customarily connected with the normal accelerator pedal., Various m'eans have been employed .to control the remaining throttle valve or valves but such means have not proved entirely satisfactory in controlling a carburetor system of the multiple stage type so as to accurately meet the fuel mixture requirements of the engine under all operating conditions.

It is, therefore, an important object of the present invention to provide an improved control means for the throttle valves` of the multiple stage type of carburetor system whereby the various fuel mixture requirements of the engine will be met. 1 i

Another object of the invention is to provide, in a control mechanism of this character, suction responsive means for` controlling the throt tle valve of a supplemental or auxiliary inductionA passage, said means being responsive to theresultant of the fluidpressuresinproximate induction passages relative to their order of operation.

Still another` object of the invention is to provide mechanism of this character wherein atleast one of the connections of said suction responsive means is with a venturi in said supplemental.

passage.

5 A further object of the invention is to provide a device of this character wherein means ls provided for controlling one of the conduits con necting the suction responsive device and the respective adjacent induction passages relative to .their sequence of operation.

A still further object of the invention is the provision in a device of this character of a suction connection for said suction responsive device communicating with a preceding induction passage adjacent the throttle valve thereof and controlled thereby. f

The invention is furthercharacterized by the progressive and smooth opening of the throttle valves of the respective induction passages, the

- the slow initial opening of the suction controlled throttle vvalve or valves, and by the simplicity of construction and operation' of the device.

l'he characteristics and advantages of the invention are further suiilciently referred to in connection with the following detailed description of the accompanying drawings, which represent certain preferred embodiments. After considering these examples, skilled persons will understand that many variations may be made without departing from the principles disclosed, and it is contemplated that any structureaar rangements or modes of operation may be employed that are properly within the scope of the appended claims. l

Figure 1 is a fragmentary, side elevational view of an internal combustion engine provided with a fuel induction lsystem embodying the 'present invention, two separate carburetors being shown;

Figure 2 is an enlarged vertical section through an integral, multiple barrel carburetor embodying the invention, said view being taken -on line 2--2 of Figure 3;

Figure 3 is a vertical section taken on line 3.3 of Figure 2; L l -v Figuren is a vertical sectional view of another modification of the invention;

Figure .5 is a vertical section embodiment ofthe device; y

Figure 6 is a vertical section through still another embodiment thereof; and Figure 'l is a partial section of the induction passage showing a conduit for the control unit of through another the secondary induction passage terminating in an impact tube in the small venturi.

While the present invention is shown and de-l (scribed as embodied in a multiple stage carburetor systemV having one primary and one auxiliary or secondary induction' passage, it) may be embodied in amultiple stage system having a smooth blending of the mixtures delivered thereby as the secondary throttle valve is opened, f

plurality of both primary and secondary induction passages or a single passage for one stage and a plurality of passages for another stage or stages. It may alsobe embodied in a system of this character wherein the engine has a dual or multiple type of intake manifold, each of said manifolds `having corresponding primary and secondary induction passages connected therewith.

Throughout the drawings similar reference characters represent similar parts although where such parts are modified in structure and operation, they are given a further differing reference character.

While the carburetors herein illustrated and described are all of the downdraft type, the present invention may be embodied in any other suitable type such,for example, as an updraftjor horizontal delivery type.

Referring first to Figure l, reference numeral I8 indicates an internal combustion engine having an intake manifold I2 to which are attached,

carburetors P and S which will be hereinafter more fully described.

In Figures 2, 3 and 4, the invention is shown incorporated in the integral multiple barrel type of carburetor but particular reference will first -be made to Figures 2 and 3, wherein the carburetor includes an air horn section I8, a body section 20 and a throttle body section 22. The induction passages are termed primary and secondary respectively for convenience. The primary passage includes a throttle barrel or mixing chamber 24, large venturi 26, small venturi 28 and an air inlet 29, and the secondarypassage includes a throttle barrel 30, large venturi extension 10 of throttle lever 12 which is secured to one end of primary throttle shaft 56.' The cam 66 is operably connected with a lever 14 fixed to one end of-choke shaft 40 by a link 16 and the fast idle mechanism operates in the usual manner. It should be noted that the secondary or auxiliary induction passage has no fast idle mechanism in connection therewith and that the requirements of some engines are such that the economizer system and/or the acceleration pump may be dispensed with in connection adopted.

32 and small venturi 34, and an air inlet 36, y

a partition 31 separating the respective induction passages anterior to the large venturis thereof.

Each air inlet is controlled by an unbalancedl choke valve 38 mounted on a shaft. 40 controlled by any Well known manual or automatic means. However, it-should be understood that if desired the choke valves may be mounted on shafts operable independently of each other. Fuel from any suitable source, n'ot shown, is supplied to a fuel chamber 42, the fuel level of Which`is controlled in the normal manner by a oat 44. Fuel nozzles 46, of known construction andoperation, receive fuel from the float chamber anddischarge said fuel in the sm'all venturis `28 and 34, respectively, and the usual simple idling system 48 is provided for each induction passage, said idling systems discharging from the jets 50 adjacent throttle valves 52 and 54 mounted on shafts 56 and 58, respectively. The fuel supply system of each induction passage includes an economizer system 58, of known character, having a valve 60 controlled by vacuum responsive means 62. It should be noted that while the means 62 is'vacuum responsive, any other suitable means for controlling the valves 60 maybe used as, for example, a mechanical linkage actuated with opening movement of the respective throttle valves or with opening movement of one of the throttle valves, preferably the primary throttle valve. An acceleration pump 64 is also provided for both induction passages and said pumps may be of any suitable type operated in the usual way by vacuum or by mechanical linkage with the mechanism actuating the respective throttle valves.

The primary throttle valve is provided with a fast idle which includes a fast idle cam 66 adapted to engage a screw -68 adjacent the end of an Throttle shafts 56 and 58 are axially in the same vertical plane but shaft 58 is in a different horizontal plane than shaft 56. This construction is simple and relatively inexpensive to manufacture. The primary throttle valve 52 is actuated by the usual accelerator pedal (not shown) through a rod 18 connected with throttle lever 12 and throtttle valve 54 is controlled by a suction responsive diaphragm mechanism or control unit which may be of any well known type and will therefore be but briefly described. It comprises shell or casing members and 82 having a exiblediaphragm 84 clamped therebetween. A rod 86 is secured to the diaphragm and extends outwardly through an opening 88 in casing member 82. The outer end of rod 86 is connected to one arm of a bell crank 90 which is pivoted at 92, the other arm of the crank 98 being connected to a throttle lever 84 by means of a link 96, said lever 94 being secured to the auxiliary throttle shaft 58. A spring i'l8, reacting between the end wall of casing member 80 'and a plate |00 secured to the diaphragm, urges the diaphragm in a direction which effects closing of the valve 54. Casing member 80 is closed'4 by diaphragm 84 and the interior of member 80 venturi. Although the tube 35 is shown projectl ing into the venturi, it 1s ob'vious that it could terminate flush with the venturi wall. Branch conduit l|08 is connected with the primary throttle barrel 24 anterior to the throttle valve 62, when closed, by means of ports H0 spaced apart longitudinally of the primary induction passage. While two ports are shown in Figures 2 and 3, it is to be understood that more than two or only one may be -used according to the effect desired. Other alternative port structures may comprise: an elongated slot eztending in any suitable or desired direction, a combination The spring 08 is calibrated t yield to suction closed. Such vslight reduction of pressure below atmosphere in the primary induction passage anterior to the throttle valve thereof and which would be transmitted to chamber |02 of the diaphragm unit, is nullifled by air bled to the vacuum system oi said unit through conduit |06. However, eventhough air were not thus bled to the vacuum system of the unit, there would not be suchv reduction of pressure in the primary induction passage anterior to the throttle valve thereof during engine idling as to overcome the resistance of spring 00.

As the primary throttle valve b2 is opened, it passes the port ilii nearest the closed valve iii so that said port is in a region of low pressure but air is bled to the conduit H08 through the other port M0 and air is also bled to the vacuum when the engine is operating at low speed with a wide open throttle, it is desirable to cut outthe secondary induction passage as the air velocity Athrough one induction passage, fora given engine speed with wide open throttle, is much greater than -it is through two passages,

therefore, by cutting out the secondary induction passage under such conditions the 'air velocity in the primary passage will be great enough to pick up suicient fuel for a mixture oi combustible proportions at much lower engine speeds than would be possible with both induction passages open. 'I'hus when 'the engine speed decreases from an increase in load, the suction in the induction passages drops due to reduced air flow I therethrough, and when Athe suction has dropped to a value at which it is unable to overcome the' force of spring 98 the secondary throttle valve is closed by said spring. Thereafter at low speed 'wide open throttle the engine is supplied with engine cold, it is desirable to positively lock the system of the control unit through conduit tilt,

there being substantially no reduction of pressure in the secondary induction passage until the throttle valve 5t has opened. The location of the upper port ii0 is preferably such that it will be passed and become posterior to the throttle valve ht when'said valve has been opened to a position whereat the engine willnormallyattain a speed 4at which it will operate the car at,ior example, nity miles an hour. Both ports il@ are then in regions of pressure substantially below atmosphere and the reduction of pressure in the primary induction passage is sumcient to overcome the ehects oi' 4air bled by conduit itt and the force oi spring 98 so thatthrottle valve at is initially opened. Thereafter the airflow through Kthe secondary induction passage will efiect a reduction of pressure below atmosphere in the small venturi 30 which will tend to reduce bleeding 0f air to the vacuum system oi the unit lior controlling the secondarythrottle valve tit. increased opening of the primary throttle valve with a consequent normal increase of engine speed will eil'ect i'urther reduction of 'air pressure in chamber IM to thereby further open the secondary throttle valve. The air flow through the secondary induction passage is thus further increased so that a further drop of fluid pressure occurs in the small venturi 34 with a resultant aid in eiiecting opening oi the secondary throttle valve M, the effect being cumulative as the opening of the throttle valves progress. n

It will be obvious from the two immediately preceding paragraphs that the pressure in charnber 102 is determined by the resultant of pressures in the primary and secondary induction passages and speciilcavlly such pressures as are present in the regions with which the respective conduits I 00 and |00 communicate in said passages and the differential of pressures on opposite sides of the diaphragm effect actuation of the secondary throttle valve.l It will also be apparent that thepriinary throttle valve primarily controls the opening and closing of the secondary throttle valve. y

secondary throttle valve in its closed position and this may be effected by the mechanism disclosed and claimed in the copending application of Albert H. Winkler, ASt. M.'705, for Carburetors, Serial No. 393,692, filed May 16, 1941, issued Sept. '7, 1943, Patent No. 2,328,763.

.Figure d discloses a slightly modilediorm of the invention shown in Figures 2 and V3 and hereinbeiore described. It will be noted that a common air inlet il is provided for both induction passages and is controlled by a choke valve td. The throttle shafts ht and t are substantially coextensive and parallel to each other and the conduit itt has an opening which communicates with the large venturi 32 of the secondary induction passage adjacent 'to the throat thereof instead of the small venturi as shown in Figures 2i and 3, while conduit itt has a single port iii opening into the primary induction passage anterior to the closed throttle valve iii and controlled thereby. The location ci port ill will depend upon the requirements of the engine to which the device is attached. It may be located at substantially the same position as the upper.

port itt] of the embodiment shown in Figures 2 and :i in which arrangement it will not be exposed to the greatest suction u'ntii passed by valve tt.

The mechanism between the rod tt of the control unit and the secondary throttle valve td also i is somewhat diiierentf from that shown in Fig# ures 2 and 3. .in Figure 4, the rod titi is pivotally connected with a linlr dit which is also con nected to one end of a lever mi pivoted at iid andhaving a slot adjacent the other end thereof, said slot lit receiving a pin ltd xed in secondary throttle lever at. The operation of the device shown in Figure d is substantially the same as that shown in Figures 2 and 3, except as it is modiiied by the changes hereinabove described.

in Figures l, 5 and 6, the invention is shown incorporated in two separate carburetors.

Broadly thev invention shown in Figure 1 is the same as that of Figures 2 and 3, the conduit connections of the control unit for the secondary throttle valve being connected with the respective induction passages in the same manner' as the device shown in Figures 2 and s and both carburetors being provided with a simple idle system, acceleration pump, and economizer system all of which are of well known construction yduction passage drops.

and operation. However, certain of these parts may be used or not as desired. In addition, the primary carburetor has a fast idle mechanism and bath carburetors have their own fioat chamber. However, rod |20 is connected directly to the throttle lever 94.

The modification shown in Figure 5 is particularly characterized by the connection of thev conduits|08 and |06 to the large venturi in the primary and secondary induction passages respectively, the connections being adjacent the with opening ofthe throttle valve 52 and increased engine' speed, the pressure in said in- A'fter said pressure has dropped to a predetermined value sufficient vacuumI is established in chamber |02, in excess of air bled through conduit |06, so that atmospheric ypressure ,on the atmospheric side of the diaphragm will partially overcome the pressure of spring 98 thereby initially opening the secondary throttle valve 54. Thereafter, upon further open- A' ing of the primary throttle valve under normal operating conditions, and for low speed wide open throttle operation of the engine the device functions in substantially the same manner as hereinbefore described with reference vto .the embodiment shown in Figures 2 and `3. Each car. buretor is provided with an unbalanced choke valve actuated in any suitable manner although with some engines the choke valve of the'secondary carburetor may be dispensed with.

Another modification of the invention is shown in Figure 6, wherein the mechanism for controlling the throttle valveof the secondary carburetor includes a pair of cylinders |40 and |42, respectively, having pistons |44 and |46 therein. The pistons are provided with piston rods I 48 and |50, respectively, having slots |49 adjacent their free ends and in which arc received respective pins |5| of an arm of a Vbell crank |52. The bell crank |52 is pivoted at |54v and has its other arm connected /with'throttlelever 94l by a link |56. A spring, shown diagrammatically at |58, .is attached at one end to some adjacent fixed member, not shown, and its other end is connectedy to an arm of the bell crank |52 and is adapted to yieldingly urge the secondary throttle valve 54 to closed position. f

` Cylinder |40 has a conduit |60 connected with a duct |62 communicating'with the throat of the large venturiof the primary induction pas- Sage and the cylinder |42 .has 4a connection with the throat of the large venturi in thevsecondary induction passage by means ofconduits |62 and end of piston |68. A wall |12 limits the spring urgedmovement of piston |68 and anopening |14 in wall |12felieves any undesirable pressures in the'lower end of said cylinder |66. The end of cylinder |66 in which spring |10 is located communicates with duct |62 by means of passage |16 and piston |68 is adapted to normally close the ports of conduits |62 and |64 which open into the cylinder |66. f s Y The operation of the structure shown in Figure 6 is as follows:

When the engine is idling the pressure in the primary induction ,passage is reduced but slightly below atmosphereand is insufllcient to actuate either piston |44 or |68. However, when the primary throttle valve 52 has been opened suiiiciently s0 that the engine will operate the automobile at iifty miles per hour, or at any other desired predetermined speed, under normal operating conditions, the air flow through the primary induction passage reduces the pressure in the venturi 26 below atmosphere sufllciently to actuate piston |44 against the force of spring |58, the characteristics of said spring |58 determining the degree of suction necessary to actuate Diston |44, Spring |10 is so calibrated that the suction which will actuate piston |44 will also actuate piston |68 and raise same so fthat annular groove |18 of piston |68 permits fluid communication between conduits |62 and |64. Air flow through the secondary induction passage effects a reduction of pressure therein below atmosphere. As the groove |18 of piston |68 is in register with the openings into the cylinder |66 of conduits |62 and |64, a reduction of pressure lis` effected in cylinder |42 corresponding to `that in the secondary induction passage. Piston |46 is thereby actuated and aids in opening the secondary throttle valve 54. Further opening of the primary valve 52, withy a corresponding normal increase of engine speed. effects a further drop of pressure in the primary induction passage and a further opening of the secondary throttle valve, aided increasingly by increased suction in the secondary passage as the valve v54 is opened further and airflow in said secondary passage increases.

With a substantially wide open'throttle and reduced engine speed the air flow through the induction passages decreases and the pressure .therein rises. Under a heavy load vthe engine speed may drop to such an extent that the air flow through the induction passages will not be great enough to provide sufilcient suction to overcomesprings |58 and |10. The piston |68 will, therefore, be moved to a position whereat communication between conduits\ |62 and |64 is carried out with other mechanism without de-Y parting from lthe inventive concept thereof.

It should be noted that under low speed -wide open throttle conditions the respective means l of the various embodiments ofl the invention which control the throttle valve of the secondary induction passage include means for closing said valve and it is not necessary to vprovide a sep- Y arate air flow valve or the like in said secondary it is to bfe understood that one or more of the various features of one modincation or adaptation may be substituted for corresponding features of another modication or adaptation, or may be added thereto, and other variations in construction and operation may be incorporated into the invention without departing from the spirit and scope of the invention.

For example, in Figures 2 and 3, the conduit |06 may be, connected with the large venturi adjacent its throat or said conduit may be connected to either venturi of the secondary induction passage at some other part than the throat thereof or may be connected with the induction passage at some other suitable location other than either of the venturis so long as it is anterior to the secondary throttle valve and is exposed. to a region wherein pressure within the secondary induction passage will be varied by air flow in said passage. The connection of conduit |06 -in other modiiications of the invention may also be with any similarly suitable part of the secondary induction passage anterior to the secondary throttle valve 3. In a multiple stage carburetor system, a

. primary and a secondary induction passage, a l

means connecting said members with the secondary throttle valve, means for subjecting one of said members to suction in the primary induction passage anterior to the throttle valve. thereof, and means for subjecting the other memberto suction in the secondary induction passage anterior to the throttle valve thereof.

- means operatively connecting said device with valve or with any suitable part of either large or small venturi. It is to be also understood lthat either conduit may terminate in the induction passage in a simple portv or ports, a vacuum tube or an impact. tube such as shown atl! in Figure '7, and which reduces the suction in the conduit relative to the suction in the induction passage in the region of the entrance of said tube.

'lhe embodiment shown in Figure 5 may also he varied. Either conduit i108 or t0n maybe connected with either large or small venturi of the respective primary and secondary induction passages or some other suitable part of said induction passages.

'lihe arrangement of the throttle shafts in the various modifications may be arranged in various ways and the vlinkage between the control unit and secondary throttle valve may be varied to suit various conditions, and the control mechanism furthe secondary induction passage may, in any one oi the embodiments or adaptations, be a diaphragm mechanism, cylinder and piston arrangement, a sylphon or the like. Further, a choke valve may be provided in the secondary induction passage or not according to the reuuirements of the engine with which the invention is used. A 1

.We claim:

l. ln a multiple stage carburetor system having a pair of induction passages, a venturi in each of said induction passages and a pair of throttle valves, one in each of said passages, manual means for controlling the throttle valve oi one of said induction passages, and means connected with the other throttle valve and responsive to the resultant of pressure within the venturis for controlling the last mentioned throttle valve.

2. In a multiple stage carburetor system in cluding a primary carburetor and a secondary carburetor, each of which includes an induction passage with a large and a small venturi and a throttle valve, means for manually controlling the throttle valve of the primary carburetcr, and means connected to and controlling the throttle valve of the secondary carburetor, the last mentioned means being responsive to the resultant of pressures within the large venturis.

the secondary throttle valve, and conduits connecting said device with both induction passages, the conduit to the primary induction passageterminating at a, point adjacent the edge of the throttle valve 'when saidI-valve is substantially closed, said point being ladapted to be passed by the edge of said throttle valve as the latter is opened and the conduit to the secondary inductionpassage communicating with thc venturi thereof.

. o. In a multiple stagecarburetor system having a primary and a secondary induction passage, a large and a small venturi in each induction passage, a throttlevalve in each passage, means for manually controlling the primary throttle valve,'anolautomatic means for controlling the secondary throttle valve comprising a suction. actuated device, means operably connecting said device with the secondary throttle valve, and conduits connecting said device with both induction passages for transmitting suction to said device, the conduit to the primary induction passage terminating therein in a port adjacent the edge ofthe throttle valve when said valve is in a substantially closed position, and the conduit to the secondary induction passage communicating with. the interior of the 'small venturi thereof..

7. ,in a multiple stage `carburetor system including a pair of induction passages having venturis therein and a throttle valve in each passage: means for manually controlling one ythrottle valve; and automatic means for controlling the other throttle valve; said automatic means including a suction responsive device connected to said other throttle valve and pressure transmitting means operably connecting the device to the respective induction passages, at least one of said pressure transmitting means' being connected with a venturi.

8. In a, multiple stage carburetor system for an internal combustion engine: a pair of induction passages discharging intoA a single intake manifold; a pair of throttle valves, one in each oi' said passages; manual means for controlling the throttlev valve of one of the induction passages: and means for automatically controlling the throttle valve of the other inductiony passage..

said automatic means including means connected with the throttle valve of the other passage and responsive to the suction in both said induction passages anterior to the throttle valves thereof.

9. In a multiple stage carburetor system for internal combustion engines: a pair of induction passages arranged in parallel; a throttle valve in each passage; means for manually controlling one of the throttle valves; suction responsive means connected to and controlling the other throttle valve; conduits connecting the suction responsive means with both induction-passages; and means associated with one of the conduits adapted to modify the suction in said conduit relative to the suction in the induction passage with which it is connected.

10. The invention defined in claim 9, wherein the suction modifying `means is adapted to increase the suction in the conduit relative to the suction in the induction passage with which said conduit is connected. v

11. In a multiple stage carburetor system having a primary and a secondary induction passage arranged in parallel: a pair of throttle valves, one for each passage; means for manually controlling the primary throttle valve; and automatic means for controlling the secondary throttle valve comprising a presure actuated device; and pressure transmitting means connecting said device with both induction passages, the pressure transmitting means connecting said device withy the primary induction passage terminating therein in a port adjacent the throttle valve thereof. y

12. The invention defined in claim 11, wherein the pressure transmitting means connecting said device with the secondary induction passage communicates therewith anterior to the throttle valve thereof throughout its range of movement, and the port of the pressure transmitting means connecting said device with the primary induction passage is positioned anterior toA the. edge of the primary throttle valve when said valve is in a substantially closed position, said port being passed by the edge of the throtle valve when said valve is opened. A

13. In a multiple stage integral carburetor including a pair of induction passages and a throttle valve for each passage: means for manually controlling the Aprimary throttle valve; and automatic means for controlling the secondary throttle valve, said automatic means including a suc- 14. In a multiple stage carburetor system for.

internal combustion engines having a primary and a secondary induction passage: a substantially balanced throttle valve in each passage; means for manually controlling the primary throttle valve; and automatic means for controlling the secondary 'throttle valve, said automatic means including a suction responsive device connected with the secondary throttle valve, and suction transmitting means connected with the primary' induction passage whereby suction` in said passage is adapted to actuate said device,

15. The invention defined in claim 14 whereinv the connections of thelsuction responsive device with the respective induction passages are anterior to the throttle valves of said' passages when said valves are in closed position.l

16. In a multiple stage carburetor system having a primary and a secondary induction passage: a manually controlled throttle valve in the primary passage; and an automatically controlled throttle valve in the secondary passage, the automatic control including a pressure responsive device connected to the secondary throttle valve;

a conduit connecting said device with the primary induction passage whereby the device is controlled by pressure in said passage, and a conduit connecting said device with the secondary induction 'passage anterior, to the throttle valve thereof,

whereby the control of said device is modified by pressure in said secondary passage anterior to the secondary throttle valve.

17. The invention defined by claim 16 wherein at least the secondary induction passage is provided with a large venturi and the last mentioned conduit is connected with the said venturi.

18. The invention defined by claim 16 wherein the secondary induction passage is provided with a large and a small venturi and the last mentioned conduit is connected with the small venturi; and a suction tube is provided for the conduit adjacent its point of connection with the small venturi whereby the suction in said conduit is increased relative to that in the venturi.

19. In a multiple stage carburetor system having a primary and aisecondary induction passage and a throttle valve in each passage: means for manually controlling the primary throttle valve; a pressure responsive device connected to the secondary throttle valve; a conduit connecting the pressure responsive device with the primary induction passage anterior to the throttle valve thereof whereby said device is controlled by pressure anterior to said'valve, and a conduit connecting said device with the secondary induction-passage whereby the control of said device by pressure in the primary passage is modified by pressure in said secondary passage.

20, In a multiple stage carburetor system having a primary and a secondary induction passage discharging into a single manifold and a separate p throttle valve in each passage: means for manually controlling the primary throttle valve; and

a suction responsive device connected to the secondary throttle valve for automatically controlling said secondary lthrottle valve; a conduit connecting said suction responsive device with the primary passage anterior to the throttle valve thereof when closed, and a conduit connecting said device with the secondary passage for modifying the suction in said device relative to that provided by the'primary induction passage.

ALBERT H. WINKLER. JOHN H. GORE. 

